This report summarizes results on surveys taken by the U.S. Geological Survey made to determine the seismic velocity, electrical resistivity, and preliminary geology of rock in the U12n.03 tunnel, Nevada Test Site.

Experiments with a simple pulsed magnetic field in cusped geometry are described. The plasma is generated inside the containment region rather than injected from an external source. It was found that creation of the plasma by a linear pinch discharge is most successful. Only qualitative studies have been carried out so far, using time-resolved visual observation of the plasma. Well-defined plasma bodies located in the central region between the cells were photographed. In order to make them clearly visible, a few percent of argon was added to the hydrogen.

Results of four experiemental runs in the Fluorox fluidized bed reactor system are reported. The engineering feasibility of UF6 production from UF4 by use of dry air of O2, 2UF4 + O2 = UF6 + UO2F2, in an Inconel fluidized bed reactor at 800-850°C was demonstrated in two experimental tests in which greater than 90% of the theoretical amount of UF6 was collected or measured. Two runs made with crude UF4 (produced from unpurified mill concentrate) as the feed material, showed that UF6 could be produced at 700-725°C but corrosion on Inconel was prohibitive.

At the present time, plants in the 100-500Mv size range are more numerous and carry the greatest portion (over 50%) of the total steam-electric plant load in the U.S. utilities industry. The contribution of plants of over 1,000-Mv capacity is increasing more rapidly than any other size clarification and at present represents about 10% of the total capacity. By 1962 the TVA will have six plants with capacities of over 1,000-Mv. The largest steam-electric plant in the U.S. is the TVA plant at Kingston, Tenn., with a nameplate capacity of 1,440-Mv. Turbine-generator units are also following a trend of ever-increasing size. In present construction, the 150-200 Mv size range for units is the most common and represents the greatest contribution to capacity. Two units of 500-Mv nameplate rating each, the largest in the U.S., are on order by the TVA, and an 800 Mv unit is contemplated.

Commonwealth Edison Company for the purpose of supplementing the license application for the Dresden Nuclear Power Station submits herewith Amendment No.1 to the portion of the Final Hazards Summary Report entitled Preliminary Hazards Summary Report.

Memorandum presenting an investigation conducted to measure and compare the total-pressure recovery and distortion characteristics at the compressor face of two single-place fighter-type airplanes with similar two-spool turbojet engines, but with dissimilar inlets. The total-pressure recovery was relatively independent of angle of attack and mass-flow ratio for both airplanes except for a significant decrease in pressure recovery with angle of attack for airplane B at the highest Mach numbers tested.

Report presenting an investigation to measure and to compare the total-pressure recovery and distortion characteristics at the compressor face of two single-place fighter-type airplanes with similar two-spool turbo-jet engines, but with dissimilar inlets. Results regarding compressor-face total-pressure surveys and surges encountered are provided.

Report presenting an investigation to determine the longitudinal characteristics of an airplane model with a thin, highly swept and tapered wing of low aspect ratio equipped with plain leading-edge flaps in conjunction with blowing-type boundary-layer control applied to flap radius. Several leading-edge configurations and boundary-layer control system variables were also investigated.

Report presenting an investigation to determine some effects of surface roughness on heat transfer at the stagnation point. Testing occurred in the ceramic-heated jet laboratory model at a Mach number of 2, a stagnation temperature of 3,530 degrees Fahrenheit, and a stream Reynolds number of 2.5 x 10(exp 6) per foot. Results regarding the variation of stagnation-point heat-transfer coefficient with surface roughness, heat transfer at the stagnation point of a hemisphere, and heat-transfer coefficient are provided.

Memorandum presenting a theoretical analysis of the supersonic flow about two-dimensional and three-dimensional axially symmetric models restricted by theoretical walls capable of removing the nose shock. Results regarding the supersonic-tunnel interference due to nonreflecting walls and supersonic-tunnel interference due to porous walls are provided.

Report presenting a theoretical analysis of the supersonic flow about two-dimensional and three-dimensional axially symmetric models restricted by theoretical walls capable of removing the nose shock. Results regarding the supersonic-tunnel interference due to nonreflecting walls and supersonic-tunnel interference due to porous walls are provided.

Memorandum presenting an investigation in the 4- by 4-foot supersonic pressure tunnel to determine the effects of forebody strakes on the aerodynamic characteristics in sideslip of a delta-wing airplane model at Mach number of 2.01. The presence of the strakes increased the directional-stability level for both vertical-tail arrangements. Results of pressure tunnels for a forebody show that the presence of the strakes provides a stabilizing influence on the forebody which is consistent with the results of force tests.

Memorandum presenting the optical transmission characteristics of turbulent boundary layers in air on a flat plate with negligible heat transfer measured photometrically for ranges of Mach number from 0.4 to 2.5. The results indicated that the scattering from a collimated beam of white light which penetrates a turbulent boundary layer depends mainly on the integral across the layer of the difference between the free-stream density and the local boundary-layer density.

An investigation has been conducted at the Langley 4- by 4-foot supersonic pressure tunnel at a Mach nmber of 2.01 to determine the aerodynamic characteristics of several configurations of a model of a 45 deg swept-wing airplane. The basic configuratin had a wing with 45 deg sweepback at the quarter-chord line, aspect ration 3.2, taper ration 0.468, NACA 65A005.5 sections just outboard of the inlet and NACA 65A003.7 sections at the tip. The wing was mounted slightly above the body center line and an all-movable horizantal tail was located slightly below the extended chord line of the wing. Tre design incorporated twin wing-root supersonic inlets ducted to a single exit at the base of the fuselage. The configurations investigated included an extended nose length, a bumped-fuselage afterbody, an inlet droop, an lncreased wing aspect ratio, and a revised canopy shape. Configurations employing the wing of increased aspect ratio of 3.7, which constituted the bulk of the tests, produced about a 10-percent increase in lift and in longitudinal stability as compared with the basic wing of aspect ratio 3.2. There was a slight but masurable increase in minimum drag and maximum lift-drag ratio.

Memorandum presenting rolling stability derivatives for a complete model with a low-aspect-ratio wing and tail surfaces for a Mach number range of 0.70 to 0.94 and for an angle-of-attack range from 0 to 13 degrees for the lower Mach numbers. The model test results indicated regions of neutral or unstable damping in roll at Mach numbers of 0.85 and 0.90 in the higher angle-of-attack range for the basic model. Results regarding damping in roll, yawing moment and lateral force due to rolling, and aileron characteristics are provided.

Memorandum presenting the Bell X-5 research airplane tested at 58.7 degrees sweepback during the program to determine the characteristics of a variable-sweep fighter airplane at transonic speeds. This paper includes the stability and control characteristics in the stable lift range up to Mach numbers near 1.0 at an altitude of 40,000 feet and to slightly lower Mach numbers at altitudes of 25,000 feet and 15,000 feet. Results regarding general comments, static stability and control characteristics, and longitudinal dynamic stability are provided.

The conversion of UNH to UF4 and UF6, utilizing moving-bed techniques, is being studied; sufficient progress has been made that an evaluation of the process is warranted. The procedures under study, the Fluorox Process, have three major advantages: (1) substitution of HF for high-cost fluorine, (2) considerable reduction in HF requirements, and (3) marked reduction in plant-size and mechanical complexity.

Report presenting the lateral stability and control characteristics were investigated on the Convair XF-92A delta-wing airplane during the flights of the NACA research program. The investigation included sideslips, aileron rolls, and rudder pulses at a range of altitudes and indicated speeds. The lateral handling characteristics appear satisfactory when viewed in terms of gradually increasing sideslips, lateral control effectiveness, and period, and damping.

Report presenting an investigation in the 4- by 4-foot supersonic pressure tunnel at a Mach number of 1.41 to determine the static stability and control and drag characteristics of a model of a 35 degree swept-wing airplane. The effects of alternate fuselage shapes, wing camber, wing fences, and fuselage dive brakes on aerodynamic characteristics were also investigated.

An investigation was conducted on a 35 deg swept-wing fighter airplane to determine the effects of several blunt-trailing-edge modifications to the wing and tail on the high-speed stability and control characteristics and tracking performance. The results indicated significant improvement in the pitch-up characteristics for the blunt-aileron configuration at Mach numbers around 0.90. As a result of increased effectiveness of the blunt-trailing-edge aileron, the roll-off, customarily experienced with the unmodified airplane in wings-level flight between Mach numbers of about 0.9 and 1.0 was eliminated, The results also indicated that the increased effectiveness of the blunt aileron more than offset the large associated aileron hinge moment, resulting in significant improvement in the rolling performance at Mach numbers between 0.85 and 1.0. It appeared from these results that the tracking performance with the blunt-aileron configuration in the pitch-up and buffeting flight region at high Mach numbers was considerably improved over that of the unmodified airplane; however, the tracking errors of 8 to 15 mils were definitely unsatisfactory. A drag increment of about O.OOl5 due to the blunt ailerons was noted at Mach numbers to about 0.85. The drag increment was 0 at Mach numbers above 0.90.

Results are presented of wind-tunnel investigations at Mach numbers of 0.60 to 0.94 and angles of attack of -2 degrees to about 24 degrees to determine the lateral control characteristics of spoilers with various wing chord-wise and spanwise locations and spoiler spans and deflections on thin 60 degree delta wing of NACA 65a003 airfoil section parallel to free stream.

Plus-minus ratios for pion production by 340-Mev proton bombardment were measured at 13 Mev, 18 Mev, and 42 Mev with the use of the spiral orbit spectrometer.

Abstract: The rate of reaction of oxygen with arc-melted and rolled iodide thorium has been found to obey the parabolic rate law in the temperature range of 850 to 1415 C at 1 atmosphere pressure. The rate constant can be expressed as k = 6 x 10⁷ x e⁻⁶³³⁰⁰/RT cm²/sec. The energy of activation, 63,300 cal/mole, has a probable error of 2,100 cal/mole.

From abstract: High velocity disturbances are observed to propagate along the walls of a high explosive operated shock tube in advance of the plane shock. Experiments are presented which determine the dependence of the geometry, energy, and velocity of the disturbance on such variables as the gas contained in the shock tube, the shock strength, and the roughness and composition of the supporting boundary. A model is constructed to explain the flow within the disturbance. Arguments are presented which show the disturbance to result from radiation originating in the luminous plane shock...The purpose of this paper is to present the results of initial investigations made in an effort to describe the phenomenon of strong shocks developed in a shock tube by the detonation of high explosive charge.